ABS 6 System PDF

Systems for Commercial Vehicles
Product Manual
ABS 6 Standard
Anti-lock Braking System
• Basic Principles of Operation of the System

• Component Descriptions
• Troubleshooting and Fault-Finding
• Service Guidance to ensure Safe and Efficient Operation
Y029757: EN: 002: MAX1: Released:Webmaster: 2009/05/25-11:12:32

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This symbol on the product, packaging or in user instructions, indicates that this product must not be disposed of
with other general waste. Instead, it is your responsibility to dispose of the waste electrical and electronic parts of
this product by handing them over to a company or organisation authorised for the recycling of waste electrical and
electronic equipment. For more information about arrangements for waste equipment disposal please contact your
Knorr-Bremse distributor or local Knorr-Bremse representative.

Training Nutzfahrzeug Bremssysteme
Contents
Contents 3
Disclaimer 4
Safety Advice 5
1. General Information 6
1.1 Service Intervals 6
1.2 Principles of Anti-lock Braking System (ABS) Operation 7
1.2.1 Introduction 7
1.2.2 Operation 9
1.3 General Advice when working with ABS 14
1.3.1 Dos and Don’ts for Drivers / Operators 14
1.3.2 Dos and Don’ts for ABS electrical components and cabling 15
1.3.3 Dos and Don’ts for ABS pneumatic components and pipework 17
1.4 Troubleshooting and Fault-finding 18
1.4.1 Normal Operation 18
1.4.2 Start-up Check 18
1.4.3 Fault Detection 18
1.4.4 Using Blink Codes 18
1.4.5 Configuration Blink Codes 19
1.4.6 Fault Blink Codes 21
1.4.7 Erasing Fault Codes from the ECU memory 26
1.4.8 PC Diagnostics 27
2. System Components 28
2.1 Electronic Control Unit (ECU) 28
2.2 ABS Warning Lamp 29
2.3 Sensing Ring 30
2.4 Wheel Speed Sensor 31
2.5 Sensor Extension Cable 34
2.6 Pressure Modulator Valves 35
2.7 VOSS plug connection system 230 (assembly instructions) 41
3. Wiring Diagrams 43

Disclaimer
The information contained in this document is intended for the exclusive use of trained persons
within the commercial vehicle industry, and must not be passed on to any third party.
All recommendations regarding products and their servicing or usage are with reference to
Knorr-Bremse products and should not be considered applicable to products from other
manufacturers.
Any legal disputes arising from the use of this information shall be subject to German law.
This information does not purport to be all-inclusive and no responsibility is assumed as a result
of its use. We cannot accept any liability nor offer any guarantee regarding data accuracy,
completeness or timeliness. The information does not represent any guarantee or ensured
characteristics of the Products or Systems described.
No liability can be accepted based on the information, its use, recommendations or advice
provided. In no event may we be held liable for any damage or loss except in the case of wilful
intent or gross negligence on our part, or if any mandatory legal provisions apply.
This disclaimer is an English translation of a German text, which should be referred to for all legal
purposes.

Safety Advice
Note: The safety advice below is applicable to general service and diagnostic work on air braking systems and may not
all be directly relevant to the activities and products described in this document.
Before and whilst working on or around air braking systems and devices, the following precautions should be observed in
addition to any specific advice given in this document:
• Always wear safety glasses when working with compressed air.
• Never exceed manufacturer’s recommended air pressures.
• Never look into air jets or direct them at anyone.
• Never connect or disconnect a hose or line containing pressure; it may whip as air escapes.
• Never remove a device or pipe plug unless you are certain all system pressure has been depleted.
• Park the vehicle on a level surface, apply the parking brakes, and always chock the wheels as depleting vehicle air
system pressure may cause the vehicle to roll.
• If work is being performed on the vehicle’s air braking system, or any auxiliary pressurised air systems, and if it is
necessary to drain the air pressure from reservoirs, etc., keep clear of brake actuator push rods and levers since
they may move as system pressure drops. Be aware that if the vehicle is equipped with an air dryer system, it can
also contain air pressure along with its purge reservoir, if fitted, even after pressure has been drained from the other
reservoirs.
• When working under or around the vehicle, and particularly when working in the engine compartment, the engine
should be shut off and the ignition key removed. Where circumstances require that the engine be running, EXTREME
CAUTION should be taken to prevent personal injury resulting from contact with moving, rotating, leaking, heated
or electrically charged components. Additionally, it is advisable to place a clear sign on or near the steering wheel
advising that there is work in progress on the vehicle.
• When working on vehicles equipped with air suspension, to guard against injury due to unexpected downward
movement of the chassis caused by sudden pressure loss in the suspension system, ensure that the vehicle chassis
is mechanically supported with a ‘prop’ between the chassis and the axle or between the chassis and the ground.
• Examine all pipework for signs of kinks, dents, abrasion, drying out or overheating. Be aware that kinks in pipework
may result in air pressure being trapped in the pipework and associated equipment. Replacement hardware, tubing,
hose, fittings, etc. must be of equivalent size, type and strength as original equipment and be designed specifically
for such applications and systems. Check the attachment of all pipework; it should be supported so that it cannot
abrade or be subjected to excessive heat.
• Components with stripped threads or damaged/corroded parts should be replaced rather than repaired. Do not
attempt repairs requiring machining or welding unless specifically stated and approved by the vehicle or component
manufacturer.
• Never attempt to install, remove, disassemble or assemble a device until you have read and thoroughly understood
the recommended procedures. Some units contain powerful springs and injury can result if not properly dismantled.
Use only the correct tools and observe all precautions pertaining to use of those tools. Before removing any device
note its position and the connections of all pipework so that the replacement/serviced device can be properly
installed. Ensure that adequate support or assistance is provided for the removal/installation of heavy items.
• Use only genuine Knorr-Bremse replacement parts, components and kits.
• Prior to returning the vehicle to service, make certain all components and systems are leak free and restored to their
proper operating condition.
Welding
To avoid damage to electronic components when carrying out electrical welding, the following precautions should be
observed:
• In all cases, before starting any electrical welding, remove all connections from any electronic control units or modules,
noting their position and the order in which they are removed.
• When re-inserting the electrical connectors (in reverse order) it is essential that they are fitted to their correct assigned
position - if necessary this must be checked by PC Diagnostics.

1. General Information
1.1 Service Intervals

3 years or 300,000 km – check the functionality
of the system using specialist Knorr-Bremse test
equipment. In the case of failure, the defective part
is to be replaced – the servicing of a defective part
is not permitted. There are no serviceable ABS
components in the system.
Note:
The electrical functionality of the ABS components

– Electronic Control Unit, modulators, sensors and
cabling – is checked automatically by in-built self
diagnostic software and the driver is warned of any
malfunction or failure.
Additional checks:
In addition to the above and legally required

periodic vehicle inspection, it is recommended
that simple routine inspections of a general nature
be carried out to maintain the braking system at a
high level of functionality.
These simple routine inspections should be:
1) On a monthly basis remove any moisture

in the reservoirs, using the reservoir drain
valves. If the amount of moisture is excessive
check the operation of the air dryer or other
moisture extraction devices
2) On a 6-monthly / 50,000 km basis check
the complete braking system for excessive
leakage during a maximum pressure foot
brake application with the vehicle stationary
and the parking brake released.

1.2 Principles of Anti-lock Braking

System (ABS) Operation
1.2.1 Introduction Small percentages of slip are required to create the

maximum available friction between the tyre and
An Anti-lock Braking System (ABS) is used to the road, but should the slip become excessive
prevent the wheels of a vehicle locking whilst (generally >20%) the wheel is considered to
braking. be locked under braking (or spinning under
acceleration). The level of friction present is
It is well known that a wheel operating on wet ice
dependent on many factors, the most significant
has very little friction (adhesion) and hence can
of which are the condition of the tyre and the
transmit little braking or traction effort to the ice. On
road surface and the percentage of ‘slip’ between
dry asphalt there is much more friction (adhesion)
the tyre and the road. Fig. 1 shows some typical
available and optimum braking and traction can be
curves for the level of friction present on different
achieved. The friction (μ) between the tyre and the
road surfaces with different levels of slip. Most
road is created by relative movement between their
of the curves show that the level of friction drops
two surfaces, i.e. difference in surface speeds, and
only slightly as the wheel starts to lock and in
this is called ‘slip’ (λ), which is normally expressed
these cases, once the wheel has locked, it will
as a percentage:
continue to transmit a high percentage of the
• 0% slip means that the surface speed of the maximum braking effort available. However, in
tyre and the road are equal. the case of wet asphalt, once the wheel starts to
lock, the friction drops significantly and the wheel
• 100% slip when braking means that the wheel
will rapidly move into a “full lock” situation. This is
has stopped rotating, i.e. the surface speed of
because the wheel is able to transmit less braking
the tyre is zero, but the vehicle is still in motion
effort causing increased slip, which in turn reduces
(maximum difference in surface speeds – full
the level of friction and braking.
lock).
Fig. 1

Once a wheel has started to lock then it can no

longer transmit the necessary torque for the desired
braking and it is also unable to transmit effective
lateral forces for steering or cornering, i.e. the wheel
‘slides’. Fig. 2 shows how the friction available for
cornering falls dramatically when the wheel starts
to lock due to braking. The inability of a wheel on
a steering axle to transmit lateral (cornering) force
means that the vehicle will no longer be under the
full directional control of the driver.
It is therefore important that wheels are prevented,

whenever possible, from locking under braking
conditions so that the directional stability of the
vehicle is maintained.
ABS will prevent locking of the wheels on all road

surfaces and provide the driver with the directional
control that he needs. In most cases, by preventing
wheel lock, ABS also results in a reduced stopping
distance for the vehicle.
ABS is an addition to a basic service braking system

used on a commercial vehicle or bus and involves
the installation of an Electronic Control Unit (ECU),
pressure modulator valves, sensing rings, wheel
speed sensors and associated electrical wiring
(see Fig. 3).
Fig. 2

1. Wheel speed sensor and sensing ring

2. Pressure modulator valve
3. Electronic Control Unit (ECU)
Fig. 3: 4 x 2 Vehicle, 4S/4M ABS
1.2.2 Operation
ABS constantly monitors the rotational speed of all support the level of braking that it is being asked
wheels and compares the speed of each wheel to to contribute then the wheel speed will drop in
an average of all wheel speeds (Reference Speed) relation to the Reference Speed, i.e. the ‘slip’ and
calculated by the Electronic Control Unit (ECU). By deceleration of that wheel will start to increase. The
doing this the system can detect when one or more ECU will normally detect this during the application
wheels slow down excessively. A sensing ring and of the brake and before the wheel becomes
wheel speed sensor are installed at each wheel locked. As soon as this deviation of wheel speed is
and, when the wheel rotates, they react together detected the ECU will no longer include that wheel
to send a sinusoidal electrical signal to the ECU. in its Reference Speed calculation.
By analysing the frequency of this signal the ECU
Once the ECU detects excessive slip or a rapid
can monitor the rotational speed of each wheel
change in deceleration on a wheel (see Fig. 4)
and calculate its acceleration or deceleration.
it sends an electrical signal to the appropriate
When braking takes place, at any moment in time pressure modulator valve to release the pressure
the ECU can determine if the rotational speed of in the service brake actuator on that wheel (see
any wheel varies from the Reference Speed. If one also Section 2.6).
wheel is on a slippery surface and is unable to

Fig. 4
If an ABS equipped vehicle is fitted with an it also sends a signal to switch off the endurance
“Endurance Braking Device”, for example an braking device until braking returns to normal.
Engine Exhaust Brake or Drive Line Retarder, when The signal to endurance braking device can be
the ECU signals the pressure modulator valve to from a relay inside the ECU or via a CAN data link
intervene in the control of the brake application conforming to SAE J1939.
Fig. 5
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When the pressure modulator valve has exhausted

sufficient air pressure from the service brake
actuator, the adhesion between the tyre and the
road will cause the rotational speed of the wheel
to increase. The ECU detects this increase in
wheel speed and sends an electrical signal to the
pressure modulator valve to stop exhausting the
air pressure (see Fig. 5).
As the rotational speed of this wheel continues to

increase, the ECU will send an electrical signal to the
appropriate pressure modulator valve to re-apply
the service brake on that wheel. The pressure will
be increased in the service brake actuator in steps
by pulsing the pressure modulator valve solenoids.
At the end of each stepped increase in pressure the
ECU will check to ensure that the rotation speed of
the wheel is increasing towards the speed of the
other wheels and if it is the ECU will signal a further
stepped increase in pressure (see Fig. 6). Once the
speed of the wheel approaches that of the other
wheels the ECU will again include its input into the
Reference Speed calculation.
Fig. 6
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These stepped increases will continue until the case then the ECU will control all wheels showing
pressure in the service brake actuator reaches a tendency to lock in a similar manner with some
the level set by the foot valve. If at any time the limitations.
ECU detects that the slip of the wheel is increasing
again and there is a rapid change in deceleration it When the vehicle is being driven on a road surface
will signal the pressure modulator valve to exhaust having different levels of adhesion between the left
again the pressure in the service brake actuator. and right side then it is likely that the wheel on the
This cycle of exhausting the brake pressure and surface with the lower level of adhesion will show
then re-applying it in small steps (see Fig. 7) will a tendency to lock resulting in an ABS intervention
be repeated many times every second in order to on that wheel. If the wheel with no tendency to
obtain the maximum amount of braking available lock (on the surface with higher level of adhesion)
from the wheel and to maintain the directional is left to provide a normal service brake application
stability of the vehicle. on that wheel then a situation will exist across the
axle with one wheel being fully braked and the
After several exhaust and re-application cycles of other wheel having little or no braking, due to its
the brake the ECU can predict the point at which tendency to lock. This difference in braking across
the speed of the wheel will start to increase and the axle can induce a yaw or turning moment on
so is able to lessen the degree of release of the the vehicle which, if on the steering axle of the
brake. With this smaller release of pressure the vehicle, would make it difficult to control. For this
re-application steps will be of smaller increments reason the ‘Individual Regulation’ (IR) method of
giving the ABS improved control over the braking control in the ABS 6 system is applied only to the
of the wheel thereby contributing to a shorter drive axle of the vehicle.
stopping distance..
In order to minimise the above ‘yaw’ effect on the
The control cycle described above relates to one steering axle of the vehicle, the ABS 6 system
wheel, but it is quite probable that more than one uses ‘Modified Individual Regulation’ (MIR) on the
wheel on a vehicle may show a tendency to lock steering axle. With MIR, when one wheel shows a
during a service brake application. If this is the tendency to lock and the ABS intervenes to restrict
Fig. 7
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or reduce the pressure in the brake actuator on of the signal to monitor the rotational speed of the
that wheel, it also limits the pressure in the brake wheel. The speed at which the signals from the
actuator on the other wheel. This limitation is wheel speed sensors become valid is dependent
managed by the ECU to ensure the imbalance in on the gap between the wheel speed sensor and
braking across the axle is within limits that allow the sensing ring, but is normally in the range of 5 to
the driver to retain “steerability” of the vehicle and 8 km/h. This is known as the ‘lock out speed’ and
he is not subjected to “snatching” of the steering below this speed the ECU becomes inactive and
wheel. Under these circumstances the theoretical there is no ABS function.
maximum amount of braking that could be available
is not achieved on that axle and the stopping The system described above relates to a
2-axle, towing or non-towing, vehicle with a 4 x 2
distance will be marginally longer than if the axle
configuration (i.e. 2 driven wheels) equipped with a
were controlled using IR. However, the ability of
wheel speed sensor on each of the 4 wheels and
the driver to retain directional control of the vehicle
a pressure modulator valve controlling the service
is preferable in most circumstances to a marginally
brake actuator on each of the 4 wheels. Such a
shorter stopping distance.
system is designated 4S/4M, i.e. 4 sensors/4
The control processes described above are modulators. A 4S/4M system can be used to
performed by the ABS so long as valid signals are provide the ABS function on a 3 axle, towing or
being sent from the wheel speed sensors to the non-towing, vehicle by combining the control of
ECU. The ECU requires a minimum peak voltage the actuators on the left and right side of the rear
before it recognises the signal from the wheel speed bogie (see Fig. 8).
sensor as valid and thereafter it uses the frequency
1. Wheel speed sensor and sensing ring

2. Pressure modulator valve
3. Electronic Control Unit (ECU)
Fig. 8: 6 x 4 Vehicle, 4S/4M ABS
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1.3 General Advice when working

with ABS
In order for ABS to work effectively the system must

be maintained in such a condition that the electrical
cabling has minimal electrical resistance and the
pneumatic piping presents minimal restriction to
the flow of air in the service brake system. If these
two criteria are met then the ECU will receive and
send clean, accurate electrical signals and the
pressure modulator valves will be able to control
the pressure in the service brake actuators rapidly
and accurately.
1.3.1 Dos and Don’ts for Drivers /

Operators:
• Never switch off the ignition while driving as rolling radius. If one tyre has a rolling radius
this will also switch off the ABS. different to the other tyres then its rotational
• Do not assume that with ABS fitted to a vehicle speed will differ and, if this difference is outside
it is safe to drive faster or more aggressively. predetermined limits, the ECU will indicate a
ABS may not shorten stopping distances in all fault and turn off the ABS function.
situations. • The efficient operation of the ABS relies upon
• If the ABS warning lamp comes on and stays the efficient operation of the braking system.
on, the system must be checked as soon as Ensure that clearance adjustment is made for
possible (normal braking will still be available any worn brake linings so that the stroke of
but without the ABS function). the service brake actuators is at the optimum
level. Ensure that the brakes are maintained to
• Do not attempt to “pump” the brakes during eliminate “brake squeal” as its presence can
a wheel lock situation. The ABS can apply distort the electrical signals from the wheel
and release the required brakes much quicker speed sensor and prevent operation of the
than a driver. In addition, any “pumping” could ABS.
upset the operation of the ABS.
• The efficient operation of the ABS relies
• The efficient operation of the ABS relies upon on reliable wheel speed information being
the tyres obtaining the maximum adhesion supplied by the wheel speed sensors in
possible with the road surface and so their conjunction with the sensing rings. These rely
condition is important. Replace any worn or on correct maintenance of the wheel bearings
damaged tyres at the earliest opportunity. to ensure that the run-out of the sensing ring
• Fit the same diameter tyres to all wheels, is within acceptable limits. Always ensure that
conforming to the vehicle manufacturer’s the wheel run-out is within the manufacturer’s
recommendations. specification.
• Ensure that the tyres are correctly inflated at • When installing ancillary electrical equipment
all times. A tyre running with low pressure will on the vehicle do not use the electrical
have a reduced rolling radius and conversely a supply to the ABS as a power source for the
tyre with high pressure will have an increased equipment.
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1.3.2 Dos and Don’ts for ABS

electrical components and
cabling
• Before commencing work on a vehicle, always

chock the wheels to prevent the vehicle rolling
when the brakes are released.
• Do not connect or disconnect any ABS
component with the ignition switched on.
• When carrying out any welding on the vehicle
always ensure that all electrical connections
to the ECU are removed temporarily (see
Fig. 9). Voltage spikes caused by the welding
equipment could otherwise possibly damage
the ECU. Never use any electrical equipment
as the earth for the welding equipment.
• If the ECU is connected, never run the engine
and alternator without a well-connected
battery in the circuit. Voltage spikes caused by
the alternator could possibly damage the ECU
if they were not absorbed by the battery.
• If a vehicle fitted with ABS has a flat battery,
it can be recharged with an external charger
or battery at the same rated voltage. Do not
attempt to start a vehicle using a “booster
start” device since this could supply excessive
voltage.
• When installing ancillary electrical equipment
on the vehicle do not use the electrical
supply to the ABS as a power source for the
equipment.
• If any ancillary equipment is installed on the Fig. 9
vehicle ensure that any wiring and antennae
are not routed near to the ABS ECU or ABS
cabling.
• If any modifications are made to the vehicle
that require an increase in the length of the
cables between the ECU and the wheel speed
sensors then new purpose-made extension
cables from the system manufacturer must be
used, either in addition to or in place of those
already fitted. These must be the correct
length to suit the installation since looping
of excess cable may induce radio frequency
interference and ABS malfunction.
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• Any new ABS cables must be routed so that: • When replacing a wheel speed sensor ensure
that there are no sharp bends in the cable
° They are protected from damage due to
close to the sensor head. If using cable ties
stones thrown up from the road.
to secure the cable, these must not be pulled
° They are not prone to being snagged and too tight as this can cause physical damage
ripped off. to the cable and possible short circuits. When
° They are not subject to any mechanical replacing a wheel speed sensor always fit a
strain or tension under any condition of new sensor bush and use the correct lubricant
suspension travel or steering movement. between the sensor and the bush. The sensor
should slide in the bush using only manual
• If the insulation of any cable becomes pressure.
damaged then the cable must be replaced.
Under no circumstances must any cable be • When refitting any electrical cabling that is
cut and rejoined (see Fig. 10). protected by corrugated tubing ensure that
the tubing is guided such that any water
• When removing and refitting electrical entering it will drain away from any electrical
connectors take great care to ensure the connector.
correct alignment of the plug and socket. There
are normally location spigots and grooves in • Should heavy corrosion be found on the
the mating parts to ensure correct alignment pins of an electrical connector the cable
and therefore correct electrical connections. assembly should be replaced. When fitting the
Do not attempt to force any plug into a socket replacement cable assembly, ensure that the
– this could result in physical damage to weatherproofing of the connector plug and
the connection pins and malfunction of the socket combination has not been reduced by
system. any physical damage to either.
• When refitting electrical connectors always

ensure that they are pushed home fully to give
the maximum protection from moisture and
contamination.
• When removing a wheel speed sensor do not
pull on its cable.
Fig. 10
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• Before refitting any plug and socket, check

that the mating electrical connections are
not damaged, misaligned or elongated (see
Fig. 11) and have no contamination present
which might cause a short circuit.
• When testing a pressure modulator valve, if
an external voltage is applied to the solenoids
this should not exceed 17 Volts for a valve
rated at 12 Volts or 33.5 Volts for a valve rated
at 24 Volts. The applied voltage should not
be left in place for more than a few seconds. Fig. 11
Prolonged application of an external supply
will result in overheating and damage to the
insulation of the solenoid.
• On the completion of any work on the ABS
ensure that the complete braking system is
tested before the vehicle is used on the public
highway.
1.3.3 Dos and Don’ts for ABS

pneumatic components
and pipework
• Before commencing work on a vehicle, always • When screwing a fitting or brake hose into
chock the wheels to prevent the vehicle rolling a valve, ensure that the threads are clean
when the brakes are released. and undamaged and do not exceed the
• Never connect or disconnect a hose or line recommended tightening torque (see Section
containing air pressure, it may whip as air 2.7 on Voss fittings).
escapes. Never remove a device or pipe plug • On the completion of any work on the ABS
unless you are sure that all system pressure ensure that the complete brake system is
has been depleted. tested before the vehicle is used on the public
• If any modifications are made to the vehicle highway.
that require any increase in the length of the
pipework between the pressure modulator
valves and the service brake actuators then
any increase must be kept to a minimum.
Any additional piping must have an internal
diameter of at least 10 mm. 90 o elbow fittings
must not be used. There must be no kinks in the
pipework and the piping must have a smooth
flow under all conditions of suspension travel
and steering movement.
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1.4 Troubleshooting and

Fault-finding
1.4.1 Normal Operation sensors. When acceptable signals are detected the
ECU will switch off the ABS warning lamp.
If the system is working normally and there are no
faults then, when the ignition is switched on, the The ECU continuously monitors the condition of
ABS warning lamp on the dashboard will illuminate the ABS components while the vehicle is in use.
and then go out. It will not illuminate again while If the ECU detects any malfunction or problem
the ignition remains switched on unless there is a (either with the brakes released or applied) it will
problem with the system. switch on the ABS warning lamp and shut down,
either partially or completely, the operation of the
ABS.
1.4.2 Start-up Check
Once the ABS warning lamp has been switched on
The Electronic Control Unit (ECU) used in the to signify that a fault exists in the system the nature
ABS 6 system contains two interconnected and location of the fault must be identified as soon
microprocessors. Each microprocessor checks as possible by one of two methods:
the function of the other and in the event of a
malfunction the faulty microprocessor will be • Use of the Blink Codes
shut down with the remaining microprocessor • Use of PC Diagnostics
continuing to provide the ABS function. The ECU
The vehicle should be driven to the nearest service
also has the ability to check the operation of the
centre for correction of the fault.
other components in the system and the integrity
of the system cabling. When the ABS 6 system is
first switched on the ABS warning lamp is switched 1.4.4 Using Blink Codes
on for 2 seconds by the ECU while it carries out
a ‘static’ check of the system components and The ABS warning Lamp is used not only to display
cabling. This start-up check also shows that the the fact that a fault exists but also to display blink
ABS warning lamp is operating correctly. If the ABS codes.
warning lamp does not illuminate when the system
The blink code function within the ECU can be
is first switched on, the bulb and the electrical
used to display two types of blink code:
supply to the ECU should be checked.
• Configuration Blink Codes showing the system
1.4.3 Fault Detection configuration of the ECU programming.
• Fault Blink Codes giving information on faults
Once the static check is complete, providing no detected and stored by the ECU.
fault was found, the ABS warning lamp is switched
off. Should the ECU detect any malfunction or
problem during the static check then it will leave Blink codes are triggered by operating the blink
the ABS warning lamp switched on and shut code switch, which is located in the vehicle’s
down, either partially or completely, the operation electrical compartment and the codes will be
of the ABS. If the ECU had detected a fault with displayed by short periods of illumination (‘blinks’)
any wheel speed sensor when it was last powered of the ABS warning lamp on the dashboard. The
up, then the ECU will leave the ABS warning lamp number of ‘blinks’ is counted and the blink code
switched on until the vehicle is driven and the ECU can be interpreted from tables below. The blink
can detect acceptable signals from all wheel speed code switch is used in the following manner:
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In the following descriptions the operation of the

blink code switch and the illumination of the ABS
warning lamp are shown diagrammatically.
Operation of the Blink Code Switch
The condition of the blink code switch is represented

by a step in a graph with time as its base (see
Fig. 12).
Fig. 12
The blink code displayed by the ABS warning lamp

is represented in two ways. Firstly, with a pair of
symbols, one representing the lamp ‘off’ and the
other representing the lamp ‘on’ (illuminated) and
secondly by a step in a graph with time as its base
(see Fig. 13).
Fig. 13
Note:
The ABS warning lamp will illuminate to show that

the blink code switch is pressed.
1.4.5 Configuration Blink Codes
• With the ECU powered (ignition switched on) be counted to give the 2nd Number of the first
wait at least 1 second, then press the blink block (see Fig. 14).
code switch twice in quick succession and
• After another pause of approximately
release. The transmission of the configuration
4 seconds a third series of blinks should
blink code is triggered.
be counted to give the 1st Number of the
• The blink code will be displayed as short second block. There will then be a pause
illuminations (blinks) of the ABS warning of approximately 1.5 seconds after which a
lamp. fourth series of blinks should be counted to
• The blink code is divided into two blocks, give the 2nd Number of the second block (see
each block comprising two numbers. For Fig. 14).
each number the series of ‘blinks’ will be • Using the chart on the following page the
approximately half a second long with half a configuration of the ECU can be established.
second pause between them.
• The transmission of the configuration code
• Count the first series of blinks to establish the can be terminated at any time by pressing the
1st Number and, after a pause of approximately blink code switch again.
1.5 seconds, a second series of blinks should
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Configuration Sequence
Fig. 14
Configuration Blink Codes
Block Number Blinks Configuration

1 1st
1 12 Volt
2 24 Volt
2nd 2 4S/4M
15 Invalid configuration
2 1st
1 J1939 CAN link and endurance braking
system (exhaust brake / retarder) relay
not fitted.
2 J1939 CAN link fitted, endurance
braking system (exhaust brake /
retarder) relay not fitted.
3 J1939 CAN link not fitted, endurance
braking system (exhaust brake /
retarder) relay fitted.
4 J1939 CAN link and endurance braking
system (exhaust brake / retarder) relay
fitted.
2nd 2 Traction Control not installed
Note:
With the ABS 6 Standard system there are no extra are displayed and the correct ECU is fitted to the
features and so only the above configuration blink vehicle then contact your nearest service centre as
codes should be displayed. If any other codes soon as possible.
20
20
1.4.6 Fault Blink Codes
• With the ECU powered (‘ignition on’), wait • Fault codes for failures that are most recently
at least 1 second then press the blink code detected are displayed first and oldest
switch once and release. The transmission of detected faults are displayed last.
the fault blink code is triggered.
• The blink code sequence, i.e. one blink code
• The blink code will be displayed as short per fault, can be repeated by pressing the
illuminations (blinks) of the ABS warning blink code switch again at the end of the
lamp. sequence. Note that pressing the blink code
• The blink code for a fault is split into two switch during the sequence will terminate the
series of ‘blinks’ - the first series of blinks transmission of the blink codes.
(approximately 0.5 seconds each) should be • During output of the blink codes, normal
counted to give a “1st Number” and, after operation of the ECU is disabled (i.e. no ABS
a pause of approximately 1.5 seconds, a function).
second series of blinks (approximately 0.5
seconds each) should be counted to give a
“2nd Number” (see Fig. 15). Using the charts
on the following pages, it is possible to identify
the component and its fault. If there is more
than one fault, the next blink code will start
approximately 4 seconds later.
• The ABS ECU is able to store specific codes
for every fault detected. The memory can store
a maximum of 16 faults.
Fault code sequence
Fig. 15
21
21
Fault Blink Codes
1st Number 2nd Number Fault Description
No fault found
1 1 No faults recorded by the ECU.
Wheel speed sensor, front axle, left side

2 1 Air gap too big (see Section 2.4 for guidance).
2 2 Missing speed sensor signal at drive off, (see Section 2.4 for guidance).
2 3 Damaged/contaminated tooth on sensing ring, erratic signal from speed sensor,
check sensing ring alignment and wheel bearing adjustment (see Sections 2.3 and
2.4 for guidance).
2 4 Unstable signal from speed sensor, check sensing ring alignment and wheel bearing
adjustment, check wiring for possible source of interference (see Sections 2.3 and
2.4 for guidance).
2 5 Loss of speed sensor signal (see Section 2.4 for guidance).
2 6 Sensor wires shorted or broken (see Section 2.4 for guidance and Section 3 for X2
Plug layout).

Wheel speed sensor, front axle, right side
check Sensing ring alignment and wheel bearing adjustment (see Sections 2.3 and
2.4 for guidance).
2.4 for guidance).
3 5 Loss of speed sensor signal, (see Section 2.4 for guidance).
3 6 Sensor wires shorted or broken, (see Section 2.4 for guidance and Section 3 for X2
Plug layout).

Wheel speed sensor, rear axle, left side
4 3 Damaged/contaminated tooth on Sensing Ring, erratic signal from speed sensor,
check Sensing Ring alignment and wheel bearing adjustment (see Sections 2.3 and
2.4 for guidance).
4 4 Unstable signal from speed sensor, check Sensing Ring alignment and wheel
bearing adjustment, check wiring for possible source of interference (see Sections
2.3 and 2.4 for guidance).
22
22

Wheel speed sensor, rear axle, left side (continued)
Plug layout).
Wheel speed sensor, rear axle, right side

check sensing ring alignment and wheel bearing adjustment (see Sections 2.3 and

2.4 for guidance).


2.4 for guidance).

Plug layout).

Pressure modulator valve, front axle, left side
8 1 Release solenoid – shorted to battery (see Section 2.6 for guidance and Section 3
for X2 Plug layout).
8 2 Release solenoid - shorted to ground (see Section 2.6 for guidance and Section 3
8 3 Release solenoid wire broken (see Section 2.6 for guidance and Section 3 for X2
Plug layout).
8 4 Valve ground wire broken (see Section 2.6 for guidance and Section 3 for X2 Plug
layout).
8 5 Hold solenoid – shorted to battery (see Section 2.6 for guidance and Section 3 for
X2 Plug layout).
8 6 Hold solenoid – shorted to ground (see Section 2.6 for guidance and Section 3 for
X2 Plug layout).
8 7 Hold solenoid wire broken (see Section 2.6 for guidance and Section 3 for X2 Plug
layout).
8 8 System configuration error, check valve and system wiring and check ECU
configuration (see Section 1.4.5).

Pressure modulator valve, front axle, right side
Plug layout).
layout).
23
23

Pressure modulator valve, front axle, right side (continued)
X2 Plug layout).

X2 Plug layout).

layout).


Pressure modulator valve, rear axle, left side
Plug layout).
layout).
X2 Plug layout).
X2 Plug layout).
layout).

Pressure modulator valve, valve common ground
10 10 Shorted to battery, remove X2 Plug from ECU and check for voltage on valve ground
connections, replace wiring if necessary (see Section 2.6 for guidance and Section
3 for X2 Plug layout.
10 11 Shorted to ground not through ECU or internal valve defect, remove X2 Plug and
check resistance between valve ground connections and chassis ground (see
Section 2.6 for guidance and Section 3 for X2 Plug layout).

Pressure modulator valve, rear axle, right side


11 3 Release Solenoid wire broken (see Section 2.6 for guidance and Section 3 for X2
Plug layout).
24
24

Pressure modulator valve, rear axle, right side (continued)
layout).

X2 Plug layout).

11 6 Hold Solenoid – shorted to ground (see Section 2.6 for guidance and Section 3 for
X2 Plug layout).
11 7 Hold Solenoid wire broken (see Section 2.6 for guidance and Section 3 for X2 Plug
layout).

ECU internal failures
15 1 Internal microprocessor fault, erase fault memory (see Section 1.4.7), if this fault
code is still present then replace the ECU
15 3 ECU data error, erase fault memory (see Section 1.4.7), if this fault code is still
present then replace the ECU
15 4 ECU not programmable, erase fault memory (see Section 1.4.7), if this fault code is
still present then replace the ECU
15 9 Invalid configuration in ECU, erase fault memory (see Section 1.4.7), if this fault
15 10 Internal relay not switching, erase fault memory (see Section 1.4.7), if this fault code
is still present then replace the ECU
15 11 Internal relay permanently switched on, erase fault memory (see Section 1.4.7), if
this fault code is still present then replace the ECU
15 15 ABS software not compatible with hardware, check system installation and ECU
configuration

Power supply

16 1 Battery supply – temporary over voltage, check alternator/voltage regulator
16 2 Battery supply – temporary low voltage/low voltage during ABS control, check
condition of battery and terminals

16 3 Battery supply – broken wire
16 4 Supply voltage – power line noise/temporary power line noise
25
25

Power Supply (continued)
16 9 Ignition supply – temporary over voltage, check alternator/voltage regulator
16 10 Ignition supply – temporary low voltage, check condition of battery and terminals
16 11 Ignition supply – low voltage during ABS control, check for corrosion on battery
terminals.

Endurance Braking Device (Engine Exhaust Brake or Drive Line Retarder)
17 1 Relay controlling endurance braking device shorted to battery, check wiring to
endurance braking device.

17 2 Relay controlling endurance braking device shorted to ground or broken wire, check
wiring to endurance braking device.
Tyre size alignment

17 5 Front to rear out of range, check that correct tyre sizes are fitted and that tyre
pressures are correct.
Warning lamp
17 10 Warning lamp ground shorted to battery or broken wire, or warning lamp supply
shorted to ground or broken wire, check warning lamp wiring (see Section 3 for X1
Plug layout).

Wheel Speed Sensors
17 12 Wheel speed sensor failure in previous ‘power on’ cycle (will be displayed only after
a wheel speed sensor fault has been cleared from the ECU memory). Drive vehicle
to 20 km/hr, if ABS warning lamp goes off then problem is fixed, if lamp stays on
then stop vehicle and check the fault blink codes again.
17 13 Wheel speed sensors incorrectly wired (left to right) on front axle or rear axle, check
wiring of X1 and X2 plugs (see Section 3 for X1 and X2 Plug layouts).
J1939 CAN Data Link

18 3 CAN-Bus off, check CAN-Bus connections and terminating resistor.
18 4 Timeout or invalid data on ERC1, check CAN-Bus connections and the ECU which
is generating the ERC1 message.
26
26
1.4.7 Erasing Fault Codes from the ECU • Knowledge base covering the function and
memory servicing advice for ABS systems and their
components, wiring diagrams and a software
manual for the program.
To erase all fault codes from the memory of the
ECU: Workshop Diagnostic Testing
• Press and hold the blink code switch. This section of the program leads the operator
through step-by-step testing of the ABS
• Switch on the ignition.
components, instructing him at each stage how to
• After approximately 3 seconds release the carry out checks and take measurements. At the
blink code switch. end of the test a full report can be printed out from
Notes the program and the results can be stored in the
database for subsequent retrieval.
• The ABS warning lamp will illuminate when
the blink code switch is pressed if the ignition
is already switched on. In this case the ECU End of Line (EOL) Testing
memory will not be erased.
This section of the program provides a guided
• If any of the faults erased from the ECU
semi-automatic process for testing the ABS system
memory were related to wheel speed sensors
and its components following any servicing of the
then the ABS warning lamp will illuminate
system. At the end of the test a full report can be
on the next power up of the system and will
printed out from the program and the results can be
stay illuminated until the vehicle is driven to a
stored in the database for subsequent retrieval.
speed of approximately 20 km/hr. Once driven
to this speed, providing the ECU detects good
signals from the relevant wheel speed sensors,
the ECU will switch off the ABS warning lamp Database Management
(see Section 1.4.3). The database section of the program provides
the facility to store records of the workshop’s
customers, the customers’ vehicles and the results
of any Workshop Diagnostic or EOL tests carried
1.4.8 PC Diagnostics
out on those vehicles.
A computer based program ECUtalk® - ABS
Diagnostics is available and provides several
functions: The program has a user-friendly interface for the
addition and maintenance of the records held
• Assists workshop diagnosis of ABS within the database.
problems.
• Enables system check after servicing of the
ABS system. For more details on this program see
• Includes a database to enable storage and Product Information Y032175-EN-000 “ABS
retrieval of information relating to customer, Diagnostics” Diagnostics and Database Program
vehicle and test results. for ABS 6 Standard.
27
27
2. System Components
2.1 Electronic Control Unit (ECU)
The Electronic Control Unit (ECU) should be found

mounted in a protected environment (in the cab)
as it is not weatherproofed and it also needs to
be mounted where it will not be subjected to any
electromagnetic radiation. The ECU should be
supplied with power through a circuit breaker or ECU finds that the system passes this static
fuse and the wiring to the ECU should be arranged test it will turn off the ABS warning lamp. If a
so that there is no possibility of water running along problem is found, or if there was a fault recorded
the cables into the ECU. by the ECU when it was last switched off, the
The ECU used in the ABS 6 system contains ECU will keep the ABS warning lamp switched
two interconnected microprocessors. The on to indicate that there is a problem that
‘control’ microprocessor controls the ABS needs attention. If a wheel speed sensor fault
function of the system and the ‘monitoring’ was present when the ECU was last switched
microprocessor continuously checks the function off and it has since been corrected, the ABS
of the ‘control’ microprocessor. If the ‘monitoring’ warning lamp will remain switched on. The
microprocessor detects a malfunction of the lamp will stay on until the vehicle is driven to a
‘control’ microprocessor, it will switch on the ABS speed of approximately 20 km/hr and the ECU
warning lamp and shut down the ABS function of has established that there is an acceptable
the system. signal being received from that sensor. Once
the presence of an acceptable signal has
The ECU is the ‘brains’ of the ABS. It receives
been established the ECU will switch off the
the input data from the wheel speed sensors,
lamp (see Section 1.4 “Troubleshooting and
processes the information and during a service
Fault-finding”).
brake application it decides upon any action
necessary. Having made such a decision the ECU • Following the static test, even when there
will instruct the relevant pressure modulator valve is no brake application made, the ECU will
to take the appropriate action and will then monitor continue to monitor the electrical continuity in
the affect of this action and make any corrections all circuits of the ABS using test pulses as well
necessary. as checking the quality of the signal from the
wheel speed sensors. If a problem is detected
In addition to carrying out its functions during a
then the ECU will shut down the ABS, either
brake application, the ECU monitors the condition
partially or totally, and switch on the ABS
of the system components initially when the system
warning lamp to indicate that a fault has been
is first powered up and then continuously as long
found (see Section 1.4 “Troubleshooting and
as the system is powered:
Fault-finding”).
• When the system is first powered up the
Once a fault has been detected the ECU will store
ECU switches on the ABS warning lamp on
information on the nature of the fault, even when
the vehicle dashboard to demonstrate that
not powered, until the fault memory is erased (see
the bulb is functioning and the lamp stays on
Section 1.4 “Troubleshooting and Fault-finding”).
for approximately 2 seconds while the ECU
carries out a “static” test of the system. During If a malfunction occurs in the ‘control’
this static test the ECU sends test pulses to microprocessor of the ECU then the ‘monitoring’
the wheel speed sensors and to each of the microprocessor will switch on the ABS warning
solenoids in the pressure modulator valves to lamp in the same way as other faults are indicated.
check electrical continuity and to ensure that ECUs are not serviceable and must be replaced if
the solenoids energise and de-energise. If the faulty.
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28
2.2 ABS Warning Lamp
The ABS warning lamp is mounted in the vehicle

dashboard and is used to signal the presence of a
fault with any of the ABS components.
When the ABS is powered (ignition switched on)

the ABS warning lamp should illuminate for 2
seconds while the ECU carries out a static test of
the system and it should then go out. If the ABS
warning lamp does not illuminate when the ignition
is first switched on, the condition of the bulb
should be checked immediately and it must be
replaced if found to be faulty. If the bulb is found
to be satisfactory then check the power supply to
the ECU.
If the ABS warning lamp fails to go out, or if it has

gone out after 2 seconds and then illuminates
again, this is an indication of a malfunction of the
system. This should be investigated as soon as
possible (see Section 1.4 Troubleshooting and
Fault-finding).
29
29
2.3 Sensing Ring

The sensing ring is a toothed ring rigidly mounted
to the axle end so that it rotates with the wheel.
The sensing ring rotates relative to the wheel

speed sensor, which in turn provides a sinusoidal
electrical signal to the ECU. This signal can be
used to measure the rotational speed of the wheel
(see Section 2.4 “Wheel Speed Sensor”).
For the wheel speed sensor to provide a good

signal to the ECU it is important that the teeth of
the sensing ring are clean and in good condition. If
the gaps between the teeth become filled with any
magnetic material, such as wear debris from the
brake itself, or if any of the teeth become chipped
(see Fig.16), then the ECU will recognise that the
signal received from the wheel speed sensor is of
poor quality (not true sinusoidal form). When this
happens the ECU will indicate a malfunction by
switching on the ABS warning lamp and it will shut
down the ABS on the affected axle. If the gaps
between the teeth have become filled then the
debris should be removed carefully ensuring that
the cleaning process does not damage the teeth. If
the teeth of the ring become damaged or corroded
then the sensing ring must be replaced.
For the wheel speed sensor to produce a consistent

sinusoidal output it is essential that the sensing ring
rotates parallel to the face of the sensor, therefore,
maintaining the wheel bearing adjustment to the
manufacturer’s specification is vital. In all cases
the run-out of the sensing ring must not exceed
0.2 mm.
Following the correction of any fault associated
with a sensing ring the ECU fault memory should
be cleared (see Section 1.4.7).
Fig. 16
30
30
2.4 Wheel Speed Sensor
The wheel speed sensor is mounted, using a

spring-loaded bush, in a housing on the axle in
such a position that the end of the sensor is as
close as possible to the teeth of the sensing ring.
The wheel speed sensor contains an internal
permanent magnet whose magnetic field extends a
short distance beyond the end of the sensor case.
A coil is wrapped around a soft iron core, which is
attached to the magnet. This coil is connected to
the output cable.
Wheel Speed Sensor output signal
Fig. 17
When a wheel rotates, the teeth of the sensing ring Under normal conditions this gap should result in
pass in turn through the magnetic field of the sensor a generated voltage of >100 mV at 5 km/h (see
magnet and disturb the field thereby creating an Fig. 18).
induced voltage in the sensor coil. This voltage is
Note:
monitored by the ECU via the output cable. The
voltage generated takes the form of a sine wave If a rolling road is not available then a speed of
with both the voltage and frequency increasing as approximately 5 km/h can be simulated by jacking
the rotational speed of the wheel increases (see Fig. up a wheel and rotating it by hand at a speed of 1
17). The ECU requires a minimum voltage before it revolution every 2 seconds (0.5 rev/sec).
recognises the signal from the wheel speed sensor
and thereafter it uses the frequency of the signal to The quality of the sine wave generated by the
monitor the rotational speed of the wheel. wheel speed sensor is important and this can be
degraded by damage to the teeth of the sensing
The voltage generated by the coil is dependent ring. Damage, such as ‘chipped’ teeth can cause
not only on the rotational speed of the wheel but an unstable signal to be generated by the wheel
also on the gap between the end of the wheel speed sensor which will not be accepted by the
speed sensor and the teeth of the sensing ring: ECU. Should this occur the ECU will switch on
the larger the gap the lower the generated voltage. the ABS warning lamp and shut down the ABS
It is important, therefore, that the gap is kept as function. Similarly, ‘brake squeal’ can cause an
small as possible to ensure that sufficient voltage unstable signal from the wheel speed sensor with
is generated to allow the ECU to recognise the possibly the same result.
signal.
31
31
The spring-loaded sensor bush is used to hold

the wheel speed sensor whilst allowing easy
adjustment of the gap between it and the teeth
of the sensing ring. The wheel speed sensor can
slide in the sensor bush, so the gap between the
wheel speed sensor and the teeth of the sensing
ring can be set by manually pushing the sensor
gently into contact with the teeth and then turning
the wheel by hand. After pushing the wheel speed
sensor into contact with the sensing ring, with the
system not powered up (i.e. ignition is turned off),
the wheel should be rotated by hand. Any run-out
of the wheel bearings will cause the teeth of the
sensing ring to push away the wheel speed sensor
thereby setting the air gap between the two parts.
The wheel speed sensor and its extension cable

can be checked as follows:
• Consult the wiring diagrams in Section 3 to

Fig. 18
establish which plug (X1 or X2) and which
connectors are connected to the wheel speed
sensor/sensor extension cable to be tested.
• Connect a multimeter (set to read AC voltage)
to the appropriate contacts of the plug (see
example in Fig.19).
• Rotate the relevant vehicle wheel at NOTE: the correct contacts
approximately 1 revolution every 2 seconds. for testing should be
established from Section 3
• If the gap between the wheel speed sensor Wiring Diagrams.
and the sensing ring is set correctly, the
multimeter should show a generated voltage
of at least 0.1 Volts (100 mV) AC. Fig. 19
• The resistance of the sensor coil can also be
checked while the multimeter is connected to
the plug. The coil should have a resistance of
1750 +/- 175 Ohms.
• If a problem is found with either of these
readings, disconnect the wheel speed sensor
from the sensor extension cable and repeat
the measurements having connected the
multimeter to the connector on the sensor
output cable (see Fig. 20). This will establish
whether the problem lies with the sensor or
the extension cable.
Fig. 20
32
32
If a wheel speed sensor or sensor extension cable Following the correction of any fault associated
is found to be faulty then it must be replaced. with a wheel speed sensor the ECU fault memory
should be cleared (see Section 1.4.7).
When removing a wheel speed sensor do not pull
on its cable. If a wheel speed sensor fault has been corrected
as a result of the ABS warning lamp illuminating
When replacing a wheel speed sensor the bore
then, after the ECU fault memory has been
of the housing should be cleaned, a new sensor
cleared, when the system is next powered up, the
bush should also be fitted and the sensor should
ABS warning lamp will again illuminate. It will stay
be greased with the special lubricant provided.
illuminated until the vehicle is driven to a speed of
When fitting the sensor it should be pushed gently approximately 20 km/h. Once driven to this speed,
into contact with the teeth of the sensing ring and providing the ECU detects a good signal from the
the vehicle wheel should be rotated by hand to wheel speed sensor, the ECU will switch off the
set the correct gap. If the sensor does not slide in ABS warning lamp.
the bush under manual pressure then the housing
If a vehicle has been put back into service following
should be inspected for damage. Do not attempt
correction of a fault caused by too large a gap
to adjust the gap by moving the sensing ring.
between the wheel speed sensor and the sensing
If cable ties are used to secure the output cable ring then, within a few days of operation, the same
from the wheel speed sensor they should never be sensor fault re-occurs this is likely to be due to
placed close to the sensor and they should never excessive run-out of the wheel bearing or incorrect
by tightened excessively as the insulation of the fitting of the sensing ring. If the wheel bearing is
cable can become crushed and a short circuit faulty then it should be serviced and adjusted to
could result. within the vehicle manufacturer’s specification. In
all cases the run-out of the sensing ring must not
exceed 0.2 mm.
33
33
2.5 Sensor Extension Cable

The sensor extension cable is used to connect the
wheel speed sensor to the ECU. The connector on
the wheel speed sensor output cable is designed
to join with the sensor extension cable and provide
a weatherproof seal. It is therefore important that
the connectors are inserted correctly and are fully
engaged.
See Section 2.4 for details concerning the testing

of the wheel speed sensor and extension cable.
If a sensor extension cable is replaced and it is

secured with cable ties then they should never by
tightened excessively as the insulation of the cable
can become crushed and a short circuit could
result.
34
34
2.6 Pressure Modulator Valve
The pressure modulator valve is rigidly mounted

on the vehicle chassis as close as possible to
the brake actuator that it controls. The valve is
part of the service brake system, its inlet port
(labelled ‘1’) is supplied with air pressure from
the foot valve when the brake is applied and the
delivery port (labelled ‘2’) supplies air pressure to
the service brake actuator. Both ports are machined
to take Voss System 230 push-in pipe fittings (see
Section 2.7). The electrical cables connecting the
pressure modulator valve should always be routed
so that moisture does not run along the cables into
the connector on the valve.
The valve is connected electrically to the ECU,

enabling it to control the operation of the two internal
solenoids ‘C’ and ‘D’ (normally de-energised). The
valve has two internal non-return valves ‘A’ and ‘B’
held closed by light springs (see Fig. 21).
Pressure Modulator Valve
Fig. 21
35
35
Description of the function of the pressure driver releases the foot valve rapidly, it is
modulator valve under ABS operation is given probable that the pressure on the spring side
below. Refer also to Section 1.2.2. of non-return valve ‘B’ will drop sufficiently
to allow the actuator pressure acting on
1) Under normal braking operation, when the
the other side to open the non-return valve.
driver makes a service brake application, air
Under these circumstances air pressure from
pressure flows from the foot valve into the
the service brake actuator will be exhausted
inlet port ‘1’ of the pressure modulator valve.
through the pressure modulator exhaust.
This air pressure pushes open the non-return
valve ‘A’, and air flows through the body of 2) During an application of the service brake if
the valve and through the open solenoid ‘D’ the ECU detects from the wheel speed sensor
onto the spring side of non-return valve ‘B’ signals that the slip of one of the wheels starts
holding it closed. The air pressure also flows to increase and there is a rapid change in
out of the delivery port ‘2’ to the service deceleration of that wheel, i.e. it is in danger
brake actuator (see Fig. 22). When the driver of locking, then the ECU will energise the
releases the service brake the air flows back ‘Hold’ solenoid ‘C’ and ‘Release’ solenoid
from the service brake actuator through the ‘D’. The energisation of solenoid ‘C’ allows
pressure modulator valve and out of the open air pressure to flow to the spring side of
exhaust of the foot valve. If a relay valve or non-return valve ‘A’ forcing it to close. When
quick release valve is fitted between the foot this happens the service brake actuator
valve and the pressure modulator valve the becomes effectively disconnected from the
air will exhaust through one of these valves foot valve and any further build up in pressure
instead of flowing back to the foot valve. from the foot valve will not be transferred to
When the service brake operates under these the service brake actuator. The energisation
circumstances the application and release of solenoid ‘D’ exhausts the pressure on
are unaffected by the pressure modulator the spring side of non-return valve ‘B’ and
valve. If the pressure modulator valve delivery the pressure on the other side pushes the
is connected to a large volume (service brake valve open and allows the air pressure in the
actuator of Type 30 or bigger) then, if the actuator to reduce by escaping through the
Pressure Modulator Valve - normal

service brake application
Fig. 22
36
36

– service brake application
– ‘Hold’ and ‘Release’ solenoids
energised
Fig. 23
exhaust of the pressure modulator valve. (See from the wheel speed signal that the wheel
Fig. 23). The action of reducing the pressure has regained some rotational speed then
in the service brake actuator will generally the ECU will prevent any further reduction in
prevent the wheel from locking. pressure by de-energising the solenoid ‘D’.
This will re-apply pressure to the spring side
3) Releasing the brake on the locked wheel
of non-return valve ‘B’ forcing it to close,
allows whatever adhesion is available
thereby closing the connection between the
between the tyre and the road to rotate and
service brake actuator and the exhaust of
speed up the wheel. When the ECU detects

– service brake application
– ‘Hold’ solenoid energised
Fig. 24
37
37
the pressure modulator valve. Solenoid ‘C’ actuator. The ECU will continue to monitor
remains energised and non-return valve ‘A’ the signals from all wheel speed sensors to
remains closed (see Fig. 24). establish if the wheel that was locked is still
speeding up and if this is so a further increase
4) As the wheel speed continues to increase the
in pressure in the actuator will be permitted.
ECU will start to reapply the brake. The ECU

will momentarily de-energise ‘Hold’ solenoid
If at any time the ECU detects that the wheel is
‘C’. This will exhaust the pressure on the spring
showing a tendency to lock again it will revert
side of non-return valve ‘A’ allowing it to open
to step 2 above and repeat the processes
and increase the pressure inside the valve
above until the tendency for the wheel to lock is
and in the service brake actuator (see Fig. 25).
no longer present or the vehicle has stopped.

The momentary de-energising of the ‘Hold’
solenoid ‘C’ will cause a small step increase 5) Providing that there is no tendency to lock, the
in pressure in the service brake actuator. ECU will continue to increase the pressure in
When ‘Hold’ solenoid ‘C’ is re-energised air the service brake actuator in small steps until
pressure will again be applied to the spring the pressure reaches the level of the pressure
side of non-return valve ‘A’ forcing it closed delivered by the foot valve or the speed of
and preventing any further pressure being the wheel that was locked reaches the same
applied to the service brake actuator. The speed as the other wheels on the vehicle. If
ECU will continue to monitor the signals the wheel that was locked still has a lower
from the wheel speed sensor to establish the level of adhesion than the other wheels then
affect of the stepped increase in pressure in the level of braking sustainable by that wheel
the actuator. If the ECU detects that there is will be less than those with the higher level of
no tendency for the wheel to lock, then it will adhesion. So the level of pressure applied by
momentarily de-energise the ‘Hold’ solenoid the ABS to the service brake actuator on the
‘C’ again allowing another small stepped wheel with low adhesion will be lower than
increase in pressure in the service brake the pressure delivered by the foot valve, but

– service brake application –
‘Release’ solenoid de-energised and
‘Hold’ solenoid de-energised momentarily
Fig. 25
38
38
will provide the maximum level of sustainable from the exhaust of each pressure modulator
retardation for that wheel and the vehicle valve as the ECU sends a test pulse to each
whilst also providing vehicle stability. solenoid in turn as part of the static check.
The functionality of the solenoids in the pressure
modulator valves is checked by the ECU when If a problem is suspected with a pressure
the ABS is first powered (ignition switched on). modulator valve then the resistance of the solenoid
Test pulses are sent to each solenoid as part of coils should be checked with a multimeter (see
the ECU’s static test to check that they energise Fig. 26). The resistance of each coil relative to
and de-energise. This operation can be used as ground should be between 4.7 and 5.7 Ohms for a
a simple test for checking the pressure modulator 12 Volt system and between 12 and 19 Ohms for
valves: a 24 Volt system. If the resistance of the coils is
correct then check the wiring between the pressure
• Start with the foot valve applied, the brake modulator valve and the ECU.
system pressurised and the ignition turned
off.
• Turn on the ignition to power the ABS and
a short blast of air should be heard coming
Ground
(common)
Release
Solenoid
Hold
Solenoid
DIN Bayonet Connector M24x1 Connector
Fig. 26
39
39
If an external voltage is applied to a solenoid of a small amount of air pressure to be retained in the
a pressure modulator valve in order to check its service brake actuator. This retained pressure may,
function then this should not exceed 17 Volts in some cases, be sufficient to cause the brakes to
for a valve rated at 12 Volts and 33.5 Volts for a ‘drag’ (see Fig. 27). If this situation is found then
valve rated at 24 Volts. The applied voltage should the exhaust flap and exhaust passageway should
not be left in place for more than a few seconds. be cleaned taking care that no contamination
Prolonged application of an external supply to the enters the valve.
solenoid will result in overheating and damage to
the insulation of the solenoid. If there is any problem with a pressure modulator
valve, apart from blockage of the exhaust, then the
During the operation of the ABS function it is vital valve must be replaced, as it is a non-serviceable
that the pressure modulator valve is able to exhaust item. When replacing a pressure modulator
the air pressure in the service brake actuator as valve ensure that the pipe fittings are installed in
quickly as possible and so the unrestricted flow of accordance with the Section 2.7 on Voss fittings,
air through the exhaust of the pressure modulator paying particular attention to the tightening torques.
valve is essential. The exhaust flap of the pressure There is no need to use thread sealant of any type
modulator valve should be checked at regular on these fittings.
service intervals to ensure that it is not becoming
blocked by the accumulation of contamination Following the correction of any fault associated
thrown up by road wheels. If the exhaust of the with a pressure modulator valve the ECU fault
valve should become blocked, even partially, then memory should be cleared (see Section 1.4.7).
when the service brake has been released there is
a possibility of the blockage causing pressure to be
retained in the valve body, which in turn could cause

– service brake released – ‘Release’ and
‘Hold’ solenoids de-energised – exhaust
partially blocked holding a low pressure in
the modulator body causing pressure to be
trapped in the brake chamber.
Fig. 27
40
40
2.7 VOSS plug connection system 230 (assembly instructions)
1 Nylon tube
2 Plug with fir-tree
3 Dirt seal and visual assembly check (red O-ring)
4 Male fitting
5 Plug seal (O-ring)
6 Thread seal (O-ring)
7 Product body
8 Retaining clip
9 Spring element Fig. 28
The VOSS plug connection system 230 permits Fit a new spring element (9) into the ports of the
the rapid fitting of nylon tubes; only a spanner is new device. Fit the connectors into the same ports
needed to undo the connector. It consists of four on the new device as were used on the removed
components (see Fig. 28): plug with fir-tree (2), male device. Fully tighten the male fitting (4) to a torque of
fitting (4), retaining clip (8) and spring element (9). 10 + 1 Nm.
The plug has a wide holding groove, in which the Should a connector assembly need to be replaced
retaining clip (8) engages on assembly. Two other follow the procedure below:
grooves accommodate O-rings. The first O-ring (5)
seals the connector against the air pressure. The Cutting the nylon tube to length
second O-ring (3) prevents the ingress of foreign The nylon tube must be cut off square. A saw must
matter. At the same time, the red colour of O-ring not be used for this purpose as the unavoidable
(3) serves as a visual check to indicate correct formation of burrs jeopardises the sealing capability
assembly. of the connection. For cutting the nylon tube to
The male fitting (4) is screwed tightly into the body length, the VOSS tube cutting pliers can be used
of the device with the thread being sealed by so that the tube is cut cleanly and at right angles.
O-ring (6). The plastic retaining clip (8) is open on Reworking the cut surface, such as deburring, is
one side and is opened by the tapered tail of the not necessary.
plug during assembly. After insertion of the plug
Pressing the fir-tree into the nylon tube
this clip engages the holding groove. The retaining
clip is self-centring. The following is to be observed:
The rubber spring element (9) is inserted into an • Do not remove the protective cap from the
annular space at the base of the formed bore in the plug.
device. The design of the spring element causes • The pressing-in procedure is to be performed
the plug to be placed under axial stress after the at room temperature
retaining clip (8) has engaged.
• The nylon tube must not be heated
Removal/refitting of a connector • The fir-tree must not exhibit any damage
If a device using the VOSS 230 connectors needs otherwise the connection with the nylon tube
to be changed, the connectors are removed by will not be tight
unscrewing the male fitting (4), noting the port • The fir-tree should be clean and free of
number from which it is removed. The connector grease
assembly remains attached to the nylon pipe.
41
41
Assembly of the male fitting using VOSS

assembly mandrel (see Fig. 29)
The male fitting (4) with greased O-ring (6), retaining

clip (8) and spring element (9) are successively
mounted onto the assembly mandrel. The assembly
mandrel prepared in this way is screwed hand-
tight into the connection bore in the device. The
mandrel is withdrawn, the individual components
remain in their position. The male fitting (4) is then
tightened fully to a torque of 10 + 1 Nm.
Assembly of the male fitting without using the

assembly mandrel (see Fig.30)
Fig. 29
• The spring element (9) is inserted into position
under the thread root of the connection bore
(diagrams a and b).
• The retaining clip (8) is introduced so that it
rests flat on the thread root (diagrams b and
c). The spring element (9) and retaining clip (8)
must be symmetrically positioned.
• The male fitting (4), pre-assembled with the
pre-greased O-ring (6), is then screwed by
hand into the tapped bore (diagram c), then
tightened fully to a torque of 10 + 1 Nm.
Assembly of the plug with the male fitting
Remove the protective cap from the plug. Push

the plug (with nylon tube fitted) into the male fitting
until the retaining ring engages in the groove of the
plug. The red O-ring (3) should not be visible. Check
that the retaining ring has engaged by pulling the
assembly against the direction of insertion.
Fig. 30
Grease
Use grease II14525 Fuchs “Renolit” HLT2.
42
42
3. Wiring Diagrams
43
43
3. Wiring Diagrams
X1 PLUG LAYOUT
X2 PLUG LAYOUT
44
44
Überschrift

Commercial Vehicle Systems
Knorr-Bremse Systeme für

Nutzfahrzeuge GmbH
Moosacher Straße 80
80809 Munich
Germany
Tel: +49 89 3547-0
Fax: +49 89 3547-2767
www.knorr-bremseCVS.com
Eu ro p e – Af r i c a Italy Sweden A sia – Australia
Note: If service work is carried out on a vehicle as a result of information taken from this document, it is the responsibility of the workshop to ensure the vehicle is fully tested and in full functional order before the
Knorr-Bremse representative. The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Additional terms and conditions apply; please refer to our
This document is subject to alteration without notice and therefore a printed copy may not be the latest revision. Please check our website www.knorr-bremseCVS.com for the latest update or contact your local
Copyright 2009 © Knorr-Bremse AG - all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains any power of disposal, such as for copying and transferring. Released 05/2009
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Y029757-EN-002 2009

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Systems for Commercial Vehicles

• Basic Principles of Operation of the System

Y029757: EN: 002: MAX1: Released:Webmaster: 2009/05/25-11:12:32

Y029757: EN: 002: MAX1: Released:Webmaster: 2009/05/25-11:12:32

1.1 Service Intervals

The electrical functionality of the ABS components

In addition to the above and legally required

These simple routine inspections should be:

1) On a monthly basis remove any moisture

1.2 Principles of Anti-lock Braking

1.2.1 Introduction Small percentages of slip are required to create the

Once a wheel has started to lock then it can no

It is therefore important that wheels are prevented,

ABS will prevent locking of the wheels on all road

ABS is an addition to a basic service braking system

1. Wheel speed sensor and sensing ring

Fig. 3: 4 x 2 Vehicle, 4S/4M ABS

When the pressure modulator valve has exhausted

As the rotational speed of this wheel continues to

1. Wheel speed sensor and sensing ring

Fig. 8: 6 x 4 Vehicle, 4S/4M ABS

1.3 General Advice when working

In order for ABS to work effectively the system must

1.3.1 Dos and Don’ts for Drivers /

1.3.2 Dos and Don’ts for ABS

• Before commencing work on a vehicle, always

• When refitting electrical connectors always

• Before refitting any plug and socket, check

1.3.3 Dos and Don’ts for ABS

1.4 Troubleshooting and

In the following descriptions the operation of the

Operation of the Blink Code Switch

The condition of the blink code switch is represented

The blink code displayed by the ABS warning lamp

The ABS warning lamp will illuminate to show that

1.4.5 Configuration Blink Codes

Configuration Blink Codes

Block Number Blinks Configuration

1.4.6 Fault Blink Codes

Fault code sequence

Fault Blink Codes

1st Number 2nd Number Fault Description

Wheel speed sensor, front axle, left side

1st Number 2nd Number Fault Description

Wheel speed sensor, rear axle, right side

1st Number 2nd Number Fault Description

1st Number 2nd Number Fault Description

1st Number 2nd Number Fault Description

Tyre size alignment

J1939 CAN Data Link

2.1 Electronic Control Unit (ECU)

The Electronic Control Unit (ECU) should be found

2.2 ABS Warning Lamp

The ABS warning lamp is mounted in the vehicle

When the ABS is powered (ignition switched on)

If the ABS warning lamp fails to go out, or if it has

2.3 Sensing Ring

The sensing ring rotates relative to the wheel

For the wheel speed sensor to provide a good

For the wheel speed sensor to produce a consistent

2.4 Wheel Speed Sensor

The wheel speed sensor is mounted, using a

Wheel Speed Sensor output signal